The weekly Floridian. [volume] (Tallahassee, Fla.) 1867-19??, 1887-11-10
IA -U94IV..I
EsnilrORd COmInfs-ion.

The Railroad Commissioners, We think, are
acting with commendable prudence IN cndeav-
orig to thoroughly understand The true con1i-
non Of the railway question and giving
patient hearing " those representing the railway
interests as well as individual interests.
The TACT that Florida has within her borders
nearly two thousand miles Of completed railway
indicates how large capital has been invested
in these roads.
There is general impression that The rail
roads Of Florida have been buii, upon land
grants. While this is partly true in regard 10
the roads constructed within the last five years,
ii is far from being the case far as the earlier
roads concerned. The extent of land grants
received by the Florida Railway Company and
the line Of road from Jacksonville TO Chattahoo-
chez, now embraced in the F. K. & n. system,
was the grant Of alternate sections six miles
deep on each side Of the road equaling at the
utmost 3,840 acres per mile. This, of course
included full portion OF waste land, and any
one familiar with the general character Of the
lands on he immediate line of the railroad to
Cedar Key will understand that the land grant
would not average in value one dollar per acre.
In fact, the value of the grant was more as
basis Of credit than as q source of profit
The population of Florida cannot be counted
as exceeding $50, 900 very small basis of pop
ulation to support two thousand miles of rail-
way, unless like Delaware or New Jersey it was
one Of the great pathways OF transit. But this,
unfortunately, is not now the case, as its PENN
sular conformation makes il for the most part
euLde-sae, or bag which you enter and retire
from, but cannot pass through or beyond.
Ii must be . very considerable problem for the
Commissioners to determine what, under the
peculiar circumstances Of railway traffic here as
compared with other States, would be fair rates
to pay the working expenses and some return
upon the capital invested
The Commission labors under the disadvan-
tage OF the general impression prevailing that
they were appointed to reduce rates. No doubt
such was the expectation of those who clamored
for the Commission; but that would be pre-
judgment of the question as 10 whether the rates
were or were not higher than they should be.
The real question at issue was the proper regu-
lation of the railways and to require that they
should not exact arbitrary and unjust rates.
Rates may be high and yet measured by the
actual and necessary cost Of running the roads,
may not be unjust, all things considered. They
may be too high on some descriptions of freight
The Commissioners do we'll to take time and
thoroughly inform themselves In order to do JUS
tice both to the people and the railways.
1t is claimed by the railroads that their rates
are as low they can afford that q reduc-
ton Of rates means reduction of expenses,
which can only be made by reduction of pres
ent facilities that the number of trains will
have to be lessened, fast trains taken of, and an
inferior service given If this is 80, and the
Commission find that such must be the result,
there will come up the question of the selection
of advantages of superior service at higher
price or inferior service at lower rates. Most
people would like TO have superior service with
low rates. but If they cannot have both they
will every time 60 for fast trains and frequent
service. We do not like to 60 backward.